Carefully tuned components for a high-efficiency drivetrain – one of the unmatched strengths of all Daimler Group trucks, vans and buses. The result is the highest degree of economy through low fuel consumption, longevity and extraordinarily long maintenance intervals. And the environmental compatibility is just as outstanding: as the world's first manufacturer to offer an entire engine range conforming to the Euro VI emissions standard in the heavy-duty and medium-duty field, Mercedes-Benz once again takes on a pioneering role.

Engines compliant with Euro VI emissions standard

The headline reads BlueEfficiency Power: as the first manufacturer to do so, Mercedes-Benz is offering turbo diesel engines conforming to the coming Euro VI emissions standard across all common output ranges. The engines are all completely new designs. They impress through the highest degree of economy, environmental compatibility, powerful thrust, smooth running and innovative technology. The new BlueEfficiency Power generation sets the standard and emphasises Mercedes-Benz competence in the field of diesel engines.

Common to all: fuel-efficient, environmentally friendly, robust

Mercedes-Benz covers the heavy-duty and medium-duty segments for trucks and buses with two entirely new engine ranges. The inline engines with four and six cylinders range from a capacity of 5.1 litres to 12.8 litres and a power from 115 kW (156 hp) to 375 kW (510 hp). They all share state-of-the-art technology, featuring four valves per cylinder, a cross-flow cylinder head, double overhead camshafts, common-rail injection, high combustion and injection pressures, exhaust gas recirculation, SCR technology with AdBlue injection and particle filters. And add numerous technical tricks to the mix.

The result is also common to them all: low fuel consumption, maximum endurance under continuous operation, the highest reliability, long maintenance intervals, easy maintenance, outstandingly smooth performance, impressive thrust and a fantastic driving experience. Another impressive feature is their longevity: 90 percent of the engines achieve a mileage of 1.2 million kilometres (OM 47x model series) or 750,000 kilometres (OM 93x) before requiring an overhaul.

The new BlueEfficiency Power engine generation by Mercedes-Benz thus combines the highest standards of economy, environmental compatibility and performance.

The OM 471: ideal for heavy-duty work

The first to be released one year ago was the Mercedes-Benz engine OM 471. Its 12.8-litre capacity and output variants from 310 kW (421 hp) to 375 kW (510 hp) allow it to meet the requirements of heavy trucks in long-distance haulage and short-radius distribution as well as those of three-axle long-distance touring coaches. Its outstanding characteristics include resilience and longevity. The design is based around a rigid crankcase and single-part steel pistons. The high-strength cylinder head is made of compacted graphite iron (CGI).

The key features of the OM 471 include the new X-PULSE injection system with pressure boosters in the individual injectors. This unique technology facilitates free forming of the fuel injection resulting in quiet running and smooth engine performance, significantly low fuel consumption and minimised exhaust gas emissions.

The heavy-duty engines also include the new Mercedes-Benz OM 470 with a capacity of 10.7 litres. Presented in spring, this engine will now be employed in the new Mercedes-Benz Antos, in the Actros and in Mercedes-Benz and Setra buses. The engine is based on the OM 471 but offers its own character. For instance, the OM 470's weight of only 990 kg makes it ideally suited for weight-sensitive trucks and buses in accordance with DIN 70020-A.

With an eye to typical deployment scenarios and gearboxes with a broad ratio spread, the new OM 470 has been tuned even more consistently to drivability: the engine achieves a full 95 percent of its maximum torque at only 800 rpm. In terms of resilience, the new OM 470 is just as impressive as its older brother. However, the quiet and efficient gears driving the two camshafts as well as any auxiliary units are a completely new, weight-optimised design.

The OM 470 also employs the innovative X-PULSE injection system with pressure boosters. The injectors' nozzles have been tailored to the technology of the drivetrain. Both the asymmetrical turbocharger and the high-performance engine brake correspond in their effect to those of the larger engine. The engine also shares the same maintenance interval of 150,000 km for long-distance haulage, as does the particle filter at 450,000 km.

The OM 470 is available in four variants:

Output

Torque

240 kW (326 hp) at 1,800 rpm

1,700 Nm at 1,100 rpm

265 kW (360 hp) at 1,800 rpm

1,800 Nm at 1,100 rpm

290 kW (394 hp) at 1,800 rpm

1,900 Nm at 1,100 rpm

315 kW (428 hp) at 1,800 rpm

2,100 Nm at 1,100 rpm

The OM 93x series: powerful compacts for trucks and buses

The new four- and six-cylinder engines of the medium-duty series also set standards. With a capacity of 5.1 and 7.7 litres and nine finely graduated outputs from 115 kW (156 hp) to 260 kW (354 hp), they cover a broad spectrum for short-radius distribution and long-distance haulage trucks as well as public-transport buses. For buses in particular, horizontal versions are also manufactured (OM 936h).

The low consumption values for fuel, engine oil and AdBlue are among the medium-duty series' outstanding characteristics. The excellent economy is further enhanced by high mileages and long service intervals. Specific output of up to 34 kW (46 hp) per litre of engine capacity propels the power units to a performance class previously only achieved by larger-capacity engines. It is this downsizing that provides one of the prerequisites for the favourable exhaust emissions and consumption values and the excellent power-to-weight ratios.

Besides the new engines' nominal data, it is their ease-of-driving that impresses. At an engine speed of only 1,600 rpm, roughly 90 percent of the maximum torque is already available. At the same time, the engines also display dynamic thrust at low revs: a high power output is available at speeds below 1,000 rpm. Like many of their other properties, this power generation is also reminiscent of engines with a far greater capacity.

Bore, stroke and cylinder spacing of the four and six-cylinder engines is identical throughout. The cylinder head and crankcase are made of grey cast iron with lamellar graphite. The technical tricks include VCP (Variable Camshaft Phaser). The term refers to an adjustable exhaust camshaft, the first ever of its kind in a diesel engine. The lightweight aluminium pistons are robust, as is the gear drive. Maximum injection pressure lies at an impressive 2,400 bar.

Turbocharging is perfectly tailored to the output variant and type. Single and two-stage charging as well as an asymmetrical exhaust gas turbocharger are used. At 495 kg (four-cylinder engine) and 650 kg (six-cylinder engine, each compliant with DIN 70020-A), the power-to-weight ratio is good despite the high resilience.

The following variants of the four-cylinder Mercedes-Benz OM 934 are available:

Output

Torque

115 kW (156 hp) at 2,200 rpm

650 at 1,200 - 1,600 rpm

130 kW (177 hp) at 2,200 rpm

750 at 1,200 - 1,600 rpm

155 kW (211 hp) at 2,200 rpm

850 at 1,200 - 1,600 rpm

170 kW (231 hp) at 2,200 rpm

950 at 1,200 - 1,600 rpm

The Mercedes-Benz OM 936 is available in five output and torque levels:

Output

Torque

175 kW (238 hp) at 2,200 rpm

1,000 at 1,200 - 1,600 rpm

200 kW (272 hp) at 2,200 rpm

1,100 at 1,200 - 1,600 rpm

220 kW (299 hp) at 2,200 rpm

1,200 at 1,200 - 1,600 rpm

235 kW (320 hp) at 2,200 rpm

1,300 at 1,200 - 1,600 rpm

260 kW (354 hp) at 2,200 rpm

1,400 at 1,200 - 1,600 rpm

Exhaust system for Euro VI: a complex technology lab

Mercedes-Benz acting as a pioneer in terms of environmentally friendly commercial vehicles has a long tradition – at the International Motor Show for Commercial Vehicles (IAA) in 2004, the brand with the star presented for the first time BlueTec technology with SCR and AdBlue injection as well as the oxidation catalytic converter. Today, this technology is widely used by manufacturers of commercial vehicle engines throughout Europe, North America and Asia.

With the introduction of the Euro VI emissions standard, an additional particle filter, as is already widely used by urban buses such as the Mercedes-Benz Citaro or by vans such as the Sprinter and the Vito, becomes indispensable. For the new heavy and medium-duty engines, Mercedes-Benz uses a compact one-box system for the entire exhaust system. Depending on the engine, the system features one or two branches. Low-optimised exhaust routing minimises the counterpressure responsible for increasing fuel consumption.

With its oxidation catalytic converter, diesel particle filter and SCR catalytic converter, the complex structure is reminiscent of a mobile technology lab. Thanks to regular automatic regeneration via the separate HC dosing unit in the exhaust system, the particle filter requires only the absolute minimum maintenance. The interval ranges from 120,000 km or every two years for the urban bus up to 450,000 km for long-distance haulage.

The new generation of engines also comes with a range of wholly redesigned and new transmissions. Once again, Mercedes-Benz takes on a pioneering role: whether in short-radius distribution or long-distance haulage, for the new Actros or the new Antos and irrespective of the engine chosen – power transmission is handled exclusively by a fully automated Mercedes-Benz PowerShift transmission.

With eight or twelve speeds, or even sixteen for special applications, the gearboxes feature fine gradation. A direct transmission ratio in the highest gear reduces fuel consumption. A new development presented at the IAA for Commercial Vehicles is the Mercedes G 140‑8 direct drive transmission for the new Mercedes-Benz Antos.

Thanks to the high sensitivity of their transmission sensor system, all the Mercedes-Benz PowerShift gearboxes respond rapidly and with great precision. Depending on the vehicle and gearbox, the driver is assisted by EcoRoll mode, rocking-free mode and power mode. All of the new-generation gearboxes also feature crawler mode, allowing the trucks to continue moving at walking pace without accelerator pedal actuation as long as a gear is engaged – extremely useful when manoeuvring or when stuck in traffic jams.

The first seven-speed automatic gearbox for vans

New for the Mercedes-Benz Sprinter is the optional 7G-TRONIC automatic transmission. As the first ever of its kind in a van, the gearbox features fully electronic control and has been attuned to the specific requirements of vans.

The benefits of the new gearbox: the close transmission ratio in first gear ensures dynamism when pulling away. Conversely, the Mercedes-Benz Sprinter operates at low engine speeds when driving faster, thus saving fuel, cutting emissions and reducing noise. At the same time, there is a suitable gear for every driving situation and the ratio difference between the gears is low.

Axles: driving dynamics and comfort combine with efficiency

Within only a short period of time, the new Mercedes-Benz Actros has already acquired an outstanding reputation for driving dynamics. These derive from its chassis, in particular from the Mercedes-Benz HL6 hypoid rear axle. Connoisseurs will notice the axle location's geometry: the paths of contact intersect behind the axle, resulting in high driving stability. All models utilise a quadruple-bellow air suspension with broad spring track and sensitive response which provides for low lateral tilt. A seamless range of ratios ensures the greatest-possible efficiency for all vehicle variants and fields of application.

The offset front axles are available for the new Actros and the Antos with steel springs or air suspension and in a variety of tonnages. A front spring bracket made of aluminium reduces weight. The weight-optimised trucks feature suspension with a single-piece leaftype parabolic spring on the front axle.

Sprinter van with fuel-saving final drive ratio

The measures to increase efficiency in the Mercedes-Benz Sprinter include a new, wider rear-axle drive ratio, optionally available for a number of vehicle variants. The ratio of i = 3.692 reduces engine speed by roughly six percent. The results are the exceptionally low combined fuel consumption starting from 7.0 litres/100 km, and thus also correspondingly lower CO2 emissions.

Coach: wide ratio for lower consumption

HO6 is the designation of the hypoid rear axle on the coaches by Mercedes-Benz and Setra. The axle, designed specifically for buses, is quiet, economical and reliable. Thanks to a variety of final drive ratios, the axle adapts to different vehicles and operating conditions.

As an alternative to the standard all-round ratio of i = 3.909, the Travego Edition 1, for instance, is now also available with the wider ratio of i = 3.583. This reduces engine speed when driving on the motorway at 100 km/h to hardly more than 1,200 revs – a step that cuts fuel consumption and emissions even further.